EP2123941B1 - Motor vehicle multi-group drive - Google Patents
Motor vehicle multi-group drive Download PDFInfo
- Publication number
- EP2123941B1 EP2123941B1 EP09155825A EP09155825A EP2123941B1 EP 2123941 B1 EP2123941 B1 EP 2123941B1 EP 09155825 A EP09155825 A EP 09155825A EP 09155825 A EP09155825 A EP 09155825A EP 2123941 B1 EP2123941 B1 EP 2123941B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- gear
- transmission
- group
- clutch
- gearspeed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0425—Bridging torque interruption
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0425—Bridging torque interruption
- F16H2061/0429—Bridging torque interruption by torque supply with a clutch in parallel torque path
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19167—In series plural interchangeably locked nonplanetary units
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19284—Meshing assisters
- Y10T74/19288—Double clutch and interposed transmission
Definitions
- the invention relates to a multi-group transmission of a motor vehicle and a method for operating a multi-group transmission of a motor vehicle according to the preamble of patent claim 1 and the preamble of claim 11.
- Multi-group transmissions consist of two or more usually serially arranged transmission groups, through the combination of which a high number of gears can be realized.
- they are designed as automated manual transmissions, for example consisting of an input group, a main group and a downstream group.
- Such transmissions are used particularly in commercial vehicles, since they offer a particularly fine gear ratio with, for example, 12 or 18 gears and have a high efficiency.
- With a smaller number of gears configurations are possible only from a main group and an input group or a main group and a downstream group.
- they are characterized in comparison to manual transmissions by a high ease of use, and are compared to automatic transmissions particularly economical in the manufacturing and operating costs.
- a traction interruption during gear changes since always the power flow is interrupted by the drive motor by opening a clutch to interpret the engaged gear load-free, in a neutral position transmission and drive motor Synchronize a connection speed and insert the target gear. Rolling the vehicle during traction interruption can result in undesirable speed increases or speed losses. In addition, an increased fuel consumption arise. While the traction interruptions in passenger cars usually only have a disturbing effect due to loss of driving dynamics, for example in a sporty driving style when upshifting, the driving speed can be slowed down in medium or heavy commercial vehicles such that an upshift is impossible and on inclines undesirable Downshifts, creeping or even additional startup occurs.
- the Applicant is a karkraftunterpractices automated multi-group transmission with a splitter group as input gear, a main transmission as a basic transmission and a range group as output or secondary transmission, according to the preamble of claim 1, known.
- the construction of the known multi-group transmission with the input gear and the main gear allows the circuit of a direct gear as an intermediate gear during a gear change.
- a direct connection of an input shaft of the input gear with a main shaft of the main transmission is temporarily produced by means of a power shift clutch.
- the main gear and the splitter group are load-free, so that the gear engaged, synchronized the transmission and the target gear can be engaged while the start clutch remains engaged.
- the power-shift clutch transmits a motor torque to the transmission output, wherein a released dynamic torque is used at a speed reduction between the original gear and target gear to compensate for the tensile force entry largely.
- the power shift clutch may be disposed between the input gear and the main gear or between the starting clutch and the input gear.
- the translation of the intermediate passage is determined by the direct connection of the input shaft to the main shaft as a direct gear. Switching the range group is not readily traction assisted.
- the gear stages are each associated with a friction clutch, which are used in a gear change to adjust the speed of the input shaft to the respective synchronous speed.
- By controlling the frictional connection between the input shaft and the output shaft and / or the drive motor By controlling the frictional connection between the input shaft and the output shaft and / or the drive motor, the speed of the input shaft on the one hand and the torque curve on the output shaft during gear change on the other hand are affected.
- An arranged between the drive motor and the input shaft frictional starting element remains engaged during the gear change.
- the gear change is comparable to a load circuit.
- the method can be used by a suitable alternating use of frictional engagement on the one or the other gear stage of the synchronizing in upshifts
- the synchronization in a gear change ie the speed equalization of the transmission input shaft to the speed of the target gear set is done by closing or opening the push or Gebsynchronisierkupplung.
- the synchronizer clutches and the gearshift clutches are actuated in such a shift sequence which ensures a transmission of a drive torque to the transmission output shaft, so that the gear change takes place without traction interruption.
- this transmission also permits gear steps over several stages.
- the invention has the object to provide a multi-group transmission and a method for operating a multi-group transmission, the zugkrafterhaltende gear changes allow for a further improved shifting comfort with relatively little effort in terms of cost, construction and installation space.
- the invention is based on the finding that with the help of electromagnetic clutches gear ratios, gear constants and / or gear ranges of individual groups of an automated multi-group transmission under load switched or can be bridged by additional wheelsets by power-split intermediate gears in the power flow to compensate for traction interruptions in shifts these groups or avoid, so that reaches a high operating comfort in the transmission without actuation of a starting element when changing gears or even completely without a separate starting element becomes.
- the invention is initially based on a multi-group transmission of a motor vehicle with at least two transmission groups arranged in a drive train, in which means for assisting traction during gear changes are provided.
- the invention also provides that at least designed as a load switching means electromagnetic clutch is arranged over the, under Kraft Wegumgehung least one designed as a gear change gear main group, an operative connection between a drive shaft and a transmission main shaft or a transmission output shaft can be produced.
- a gear change is understood as meaning a gear shift in which an original gear is designed and a target gear is engaged, the special case also being included, that the target gear corresponds to the original gear, that is to say no gear change takes place.
- An electromagnetic clutch is understood to mean a clutch which can be actuated by means of the magnetic force of an electromagnet.
- a splitter group with two gear constants as Vorschaltgetriebe, a dreioder four-speed main group as a basic gear in countershaft design and a range group in planetary construction as a secondary gear, for example in a heavy commercial vehicle, electromagnetic clutches for traction assistance.
- They are characterized by their precise controllability, short response time and compact design.
- such a transmission is designed with two countershafts, so that the embodiments described below - as far as “one” or “at least one” countershaft is mentioned - mutatis mutandis to extend two countershafts.
- the performance branches accordingly over two countershafts.
- An electromagnetic clutch according to the invention can switch an additional gear set as an intermediate gear in a gear change, wherein the drive of the intermediate gear set via at least one countershaft.
- the electromagnetic clutch advantageously has a drive-side cup-shaped rotor, which surrounds a driven side, axially displaceable disc-shaped armature and an electrical exciter magnet, wherein the rotatably mounted on a driven side shaft rotor externally connected to a idler gear of the intermediate gear set is rotatably connected, and internally has coupling input side friction means.
- the armature and coupling output side friction means are rotatably mounted on the output side shaft and the friction means are axially movable relative to each other, so that, depending on energization of the excitation magnet or an embedded excitation coil, by a magnetic force induced axial displacement of the armature, the friction means can be brought into operative connection with each other and a slipping or frictional torque transmission of the electromagnetic clutch can be generated.
- a pressure plate of the clutch pack can act as an end face of the exciter magnet, which can advantageously be provided to increase the pressure forces a known ball ramp device. In principle, other electromagnetically actuated coupling structures are possible.
- the traction assist also includes switching the range group during the speed change, regardless of whether the range group is power-shiftable or not, or whether the transmission main shaft is directly connected to the transmission output shaft or not.
- the splitter group comprises two gear constants, wherein the gear constant is preferably assigned in each case a further electromagnetic clutch, by means of which the gear constants are switchable under load.
- the electromagnetic clutches replace the usual synchronized switching devices for switching the gear constants.
- the electromagnetic clutches of the splitter group can also be used as a starting element, so that a separate conventional starting clutch can be omitted, which in addition cost-effective and space and weight-saving effect.
- the switching function under load and the starting function can advantageously be achieved in that the electromagnetic clutch of the first, motor-side gear constants an armature which is arranged axially displaceably on the drive shaft, and a rotor surrounding the armature rotatably connected to a loose wheel of the first gear constants and is arranged rotatably on the drive shaft with this, and having a field magnet, and that the electromagnetic clutch of the second, gear-side gear constants an armature, which is axially displaceable on the drive shaft is arranged, and a rotor surrounding the armature, which is rotatably connected to a loose wheel of the second gear constants and rotatably mounted thereon on the drive shaft, and an exciter magnet, wherein on the drive shaft respectively arranged coupling input side friction means and the rotors respectively arranged clutch output side friction means mutually frictional can be brought, so that the idler gears are alternately mutually connected to the drive shaft rotatably connected.
- the electromagnetic clutches can be opened or
- the transmission brake normally provided for braking the masses during upshifts can be dispensed with, which saves further costs, space and weight. Only for switching the gearshift clutch of the inserted original gear is opened in the main transmission and at synchronous speed reached the desired target gear is engaged. Finally, the electromagnetic clutch is reopened and the power flow is established via the new gear.
- the Fig. 1 shows a designed as a two-countershaft transmission 1 automated multi-group transmission with two parallel rotatably mounted countershafts 8, 9 and three successively arranged transmission groups 2, 3 and 4, as may be provided for example in the drive train of a truck.
- Such a transmission is in itself, ie without traction assistance, in particular from the ZF-AS Tronic series, and with a traction-assisting direct gear from the aforementioned DE 10 2006 024 370 A1 the applicant known.
- the first, engine-side arranged transmission group 2 is designed as a two-speed splitter gear.
- the second, central transmission group 3 is formed by a three-speed main or basic transmission.
- the splitter gear 2 has two gear constants i k1 , i k2 , each of which on the first countershaft 8 and on the second countershaft 9 rotatably mounted fixed gear 10, 12, and 13, 15, respectively, which mesh with a loose wheel 11 and 14 respectively ,
- electromagnetic clutch 5 and 7, respectively via which the idler gears 11 and 14 selectively rotatably connected to a drive shaft 6 of a drive motor, not shown.
- the splitter 2 is power shiftable, ie the gear constants i k1 , i k2 are switched without interrupting the drive.
- the electromagnetic clutches 5, 7 are also used as starting clutches and dimensioned accordingly.
- the main transmission 3 has three forward gears i 1 , i 2 and i 3 and a reverse gear i R.
- the first gear and the second gear each include two fixed wheels 18, 20 and 21, 23 and a loose wheel 19 and 22, respectively.
- the third gear is realized together with the second gear constant i k2 of the splitter gear 2.
- the reverse gear comprises two fixed gears 24, 28, a loose wheel 26 and two rotatably mounted intermediate wheels 25, 27 for reversing the direction of rotation, on the one hand with the respective associated fixed gear 24 and 28 and on the other hand with the idler gear 26.
- a switching device 29 is provided with shift dogs, via which the associated idler gears 19 and 26 selectively rotatably connected to a transmission main shaft 30 are connected.
- a claw-switching device 31 is arranged, via which either the respectively associated idler gear 14 and 22 rotatably coupled to the transmission main shaft 30 can be coupled.
- the downstream range transmission 4 is designed as a planetary gear.
- a planetary gear set 32 is guided by a planet carrier 33.
- the planet gears mesh on the one hand with a central sun gear 34 and on the other hand with an outer ring gear 35.
- the sun gear 34 is connected to the transmission main shaft 30 and the planet 33 with a transmission output shaft 36.
- a switching device 37 advantageously with synchronization, is arranged. This switching device 37 connects in a first switching position, the ring gear 35 with a housing 38, so that the planet gears between ring gear 35 and sun gear 34 rotate and the transmission output shaft 36 is driven in accordance with the translation of the planet 33 in the same direction with the transmission main shaft 30.
- a second switching position the ring gear 35 is locked to the planet carrier 33, so that the planetary gear 4 and thus the transmission output shaft 36 rotates directly with the rotational speed of the transmission main shaft 30.
- the upstream splitter transmission 2 also shifts the reverse gear ratio i R alternately, so that in addition two reverse gears are available.
- an additional gear set 17 is arranged as an intermediate passage, which is switchable via an electromagnetic clutch 16.
- the intermediate gear set 17 includes two fixed gears 39 and 41 seated on the countershafts 8 and 9, which mesh with a idler gear 40 on the transmission main shaft 30.
- the idler gear 40 is connected to the electromagnetic clutch 16 and rotatably connected via this with the transmission main shaft 30.
- the Fig. 2 shows a comparable two-countershaft transmission 1 'with an intermediate gear set 17' and an electromagnetic clutch 16 ', which are arranged behind the range gear 4, ie directly on the transmission output.
- the countershafts 8 ', 9' axially extended beyond the range gear 4 addition.
- the intermediate gear set 17 ' comprises two fixed wheels 39', 41 'seated on the countershafts 8', 9 ', which mesh with a loose wheel 40' on the transmission output shaft 36.
- the idler gear 40 ' is connected to the electromagnetic clutch 16' and rotatably connected via this with the transmission output shaft 36.
- FIG. 3 and FIG. 4 show the electromagnetic clutches 5, 7, 16, 16 'in detail.
- Fig. 3 is the electromagnetic clutch 16, 16 'of the intermediate gear set 17, 17' shown.
- the clutch drive ie, the input side, is formed as a cup-shaped rotor 42 which is rotatably connected to the idler gear 40, 40 'of the intermediate gear set 17, 17'.
- the rotor 42 has on its inside an annular friction disc 43.
- the clutch output, so the output side is formed as a disc-shaped armature 44, the rotationally fixed and axially displaceable on the transmission main shaft 30 and the transmission output shaft 36 sits.
- two friction disks 45, 46 are arranged, which enclose the input-side friction disk 43 axially.
- the corresponding friction plates 43, 45, 46 are axially displaceable relative to each other.
- Coaxial with a plate-shaped excitation magnet 47 is arranged with an exciter coil, not shown, the front side of a ball ramp device 48 is mounted upstream to increase the pressure forces.
- Rotor 42, armature 44, friction means 43, 45, 46 and excitation magnet 47 together form a clutch pack, so that when energized the excitation magnet 47, a correspondingly strong magnetic field causes a closed state in which the friction means 43, 45, 46 in frictional engagement or, as the case may be Closing degree, are in the slip and in the open state with the magnetic field switched off by means not shown return means are spaced from each other.
- Fig. 4 the electromagnetic clutches 5, 7 of the splitter group 2 are shown. These are arranged diametrically mirrored on the drive shaft 6, so that the one clutch 5 of the first gear constant i k1 and the other clutch 7 of the second gear constant i k2 is assigned.
- the structure of the two splitter clutches 5, 7 is comparable to that of the intermediate clutch 16, 16 ', wherein the input side and output side but are reversed, ie the drive via the drive shaft 6 and the output is via the idler gears 11 and 14th the gear constants i k1 and i k2 .
- the first gear constant i k1 associated clutch 5 accordingly comprises a rotor 49 with an output side friction means 50 which is rotatably connected to the associated idler gear 11, an armature 51 with associated input side friction means 52, 53 and an exciter magnet 54 with a ball ramp device 55th
- the second gear constant i k2 associated clutch 7 comprises a rotor 56 having an output side friction means 57 which is rotatably connected to the associated idler gear 14, an armature 58 with associated input side friction means 59, 60 and an exciter magnet 61 with a ball ramp device 62.
- a rotor 56 having an output side friction means 57 which is rotatably connected to the associated idler gear 14, an armature 58 with associated input side friction means 59, 60 and an exciter magnet 61 with a ball ramp device 62.
- At the main gear 3 facing the output side end face of the rotor 56 is connected to the switching device 31 of the 2nd gear and the 3rd gear of the main transmission 3 (see Fig. 1 ).
- a method for operating the described multi-group transmission is based essentially on the circuit of an intermediate passage through which the tractive force of the vehicle is maintained during a neutral position in the main group 3 during a gear change. Accordingly, in an exemplary upshift with a shift in the main transmission 3 for the connection of an intermediate passage, the electromagnetic clutch 16, 16 'of the intermediate gear set 17, 17' driven to set a slip. As a result, the engine torque is supported on the transmission main shaft 30 or directly on the transmission output shaft 36. As a result, the main transmission 3 becomes unloaded. The engine speed is lowered to a synchronous speed of a target gear during the torque support via the dragging intermediate electromagnetic clutch 16, 16 '. The released during the speed reduction torque is used to Switzerlandkrafteratom. Then the switch from the original gear to the target gear, and finally the opening of the electromagnetic clutch 16, 16 '.
- the drive takes place via the engaged gear constant i k1 , i k2 and the countershafts 8, 8 ', 9, 9', bypassing the main group 3 to the intermediate gear set 17, 17 '.
- the switching operation involves switching the splitter group 2
- this takes place under load via the associated electromagnetic clutches 5, 7, ie, in the event of a change between the gear constants i k1 , i k2 , the torque connection to the drive motor is maintained in each case.
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Description
Die Erfindung betrifft ein Mehrgruppengetriebe eines Kraftfahrzeuges und ein Verfahren zum Betrieb eines Mehrgruppengetriebes eines Kraftfahrzeuges gemäß dem Oberbegriff des Patentanspruchs 1 und dem Oberbegriff des Patentanspruchs 11.The invention relates to a multi-group transmission of a motor vehicle and a method for operating a multi-group transmission of a motor vehicle according to the preamble of
Mehrgruppengetriebe bestehen aus zwei oder mehr meist seriell angeordneten Getriebegruppen, durch deren Kombination eine hohe Gangzahl realisierbar ist. Zunehmend werden sie als automatisierte Schaltgetriebe, beispielsweise bestehend aus einer Eingangsgruppe, einer Hauptgruppe und einer Nachschaltgruppe, konzipiert. Derartige Getriebe finden insbesondere in Nutzfahrzeugen Anwendung, da sie eine besonders feine Gangabstufung mit beispielsweise 12 oder 18 Gängen bieten und einen hohen Wirkungsgrad aufweisen. Bei einer geringeren Gangzahl sind auch Konfigurationen lediglich aus einer Hauptgruppe und einer Eingangsgruppe oder einer Hauptgruppe und einer Nachschaltgruppe möglich. Zudem zeichnen sie sich im Vergleich zu manuellen Schaltgetrieben durch einen hohen Bedienungskomfort aus, und sind im Vergleich zu Automatgetrieben besonders wirtschaftlich in den Herstellungs- und Betriebskosten.Multi-group transmissions consist of two or more usually serially arranged transmission groups, through the combination of which a high number of gears can be realized. Increasingly, they are designed as automated manual transmissions, for example consisting of an input group, a main group and a downstream group. Such transmissions are used particularly in commercial vehicles, since they offer a particularly fine gear ratio with, for example, 12 or 18 gears and have a high efficiency. With a smaller number of gears, configurations are possible only from a main group and an input group or a main group and a downstream group. In addition, they are characterized in comparison to manual transmissions by a high ease of use, and are compared to automatic transmissions particularly economical in the manufacturing and operating costs.
Bauartbedingt unterliegen herkömmliche Mehrgruppen-Schaltgetriebe, wie alle nicht unter Last schaltenden manuellen oder automatisierten Schaltgetriebe, einer Zugkraftunterbrechung beim Gangwechsel, da stets der Kraftfluss vom Antriebsmotor durch Öffnen einer Kupplung unterbrochen wird, um den eingelegten Gang lastfrei auszulegen, in einer Neutralstellung Getriebe und Antriebsmotor auf eine Anschlussdrehzahl zu synchronisieren und den Zielgang einzulegen. Durch das Rollen des Fahrzeuges während der Zugkraftunterbrechung können unerwünschte Geschwindigkeitserhöhungen oder Geschwindigkeitsverluste auftreten. Zudem kann ein erhöhter Kraftstoffverbrauch entstehen. Während sich die Zugkraftunterbrechungen bei Personenwagen durch Einbußen der Fahrdynamik in der Regel eher nur störend auswirken, beispielsweise bei einer sportlich orientierten Fahrweise beim Hochschalten, kann sich bei mittelschweren oder schweren Nutzfahrzeugen die Fahrgeschwindigkeit derart verzögern, dass ein Hochschalten unmöglich wird und es an Steigungen zu unerwünschten Rückschaltvorgängen, Kriechfahrten oder sogar zu zusätzlichen Anfahrvorgängen kommt.Due to the design conventional multi-group manual transmissions, such as all non-load switching manual or automatic transmission, a traction interruption during gear changes, since always the power flow is interrupted by the drive motor by opening a clutch to interpret the engaged gear load-free, in a neutral position transmission and drive motor Synchronize a connection speed and insert the target gear. Rolling the vehicle during traction interruption can result in undesirable speed increases or speed losses. In addition, an increased fuel consumption arise. While the traction interruptions in passenger cars usually only have a disturbing effect due to loss of driving dynamics, for example in a sporty driving style when upshifting, the driving speed can be slowed down in medium or heavy commercial vehicles such that an upshift is impossible and on inclines undesirable Downshifts, creeping or even additional startup occurs.
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Weiterhin ist aus der
Aus der
Die beiden letzt genannten Druckschriften beschreiben jeweils ein Wechselgetriebe mit Lastschaltcharakteristik. Die darin beschriebenen Kupplungen zur Synchronisierung, bei Aufrechterhaltung eines Momentenflusses zum Abtrieb, sind jeweils mit der niedrigsten bzw. höchsten Gangstufe des Wechselgetriebes gekoppelt. Diese Lösung kann jedoch nicht ohne weiteres auf mehrere im Kraftfluss hintereinander angeordnete Getriebegruppen eines Mehrgruppengetriebes und dessen Schaltabfolge übertragen werden.The last two publications each describe a change gear with load switching characteristic. The clutches described therein for synchronization, while maintaining a torque flow to the output, are each coupled to the lowest or highest gear stage of the transmission. However, this solution can not be readily transferred to several in the power flow successively arranged transmission groups of a multi-group transmission and its switching sequence.
Vor diesem Hintergrund liegt der Erfindung die Aufgabe zugrunde, ein Mehrgruppengetriebe und ein Verfahren zum Betrieb eines Mehrgruppengetriebes anzugeben, die zugkrafterhaltende Gangwechsel bei einem weiter verbesserten Schaltkomfort mit vergleichsweise geringem Aufwand an Kosten, Konstruktion und Einbauraum ermöglichen.Against this background, the invention has the object to provide a multi-group transmission and a method for operating a multi-group transmission, the zugkrafterhaltende gear changes allow for a further improved shifting comfort with relatively little effort in terms of cost, construction and installation space.
Die Lösung dieser Aufgabe ergibt sich aus den Merkmalen der unabhängigen Ansprüche, während vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung den Unteransprüchen entnehmbar sind.The solution to this problem arises from the features of the independent claims, while advantageous embodiments and modifications of the invention are the dependent claims.
Der Erfindung liegt die Erkenntnis zugrunde, dass mit Hilfe von elektromagnetischen Kupplungen Gangstufen, Gangkonstanten und/oder Gangbereiche einzelner Gruppen eines automatisierten Mehrgruppengetriebes unter Last geschaltet oder über zusätzliche Radsätze durch leistungsverzweigte Zwischengänge im Kraftfluss überbrückt werden können, um Zugkraftunterbrechungen bei Schaltvorgängen dieser Gruppen zu kompensieren oder zu vermeiden, so dass bei dem Getriebe ohne Betätigung eines Anfahrelementes beim Gangwechsel oder sogar bei gänzlichem Verzicht auf ein separates Anfahrelement ein hoher Betriebskomfort erreicht wird.The invention is based on the finding that with the help of electromagnetic clutches gear ratios, gear constants and / or gear ranges of individual groups of an automated multi-group transmission under load switched or can be bridged by additional wheelsets by power-split intermediate gears in the power flow to compensate for traction interruptions in shifts these groups or avoid, so that reaches a high operating comfort in the transmission without actuation of a starting element when changing gears or even completely without a separate starting element becomes.
Demnach geht die Erfindung zunächst aus von einem Mehrgruppengetriebe eines Kraftfahrzeuges mit wenigstens zwei in einem Antriebsstrang angeordneten Getriebegruppen, bei dem Mittel zur Zugkraftunterstützung bei Gangwechseln vorgesehen sind. Zur Lösung der gestellten Aufgabe sieht die Erfindung zudem vor, dass wenigstens eine als Lastschaltmittel ausgebildete Elektromagnetkupplung angeordnet ist, über die, unter Kraftflussumgehung wenigstes einer als Zahnrad-Wechselgetriebe ausgebildeten Hauptgruppe, eine Wirkverbindung zwischen einer Antriebswelle und einer Getriebehauptwelle oder einer Getriebeabtriebswelle herstellbar ist.Accordingly, the invention is initially based on a multi-group transmission of a motor vehicle with at least two transmission groups arranged in a drive train, in which means for assisting traction during gear changes are provided. To achieve the object, the invention also provides that at least designed as a load switching means electromagnetic clutch is arranged over the, under Kraftflussumgehung least one designed as a gear change gear main group, an operative connection between a drive shaft and a transmission main shaft or a transmission output shaft can be produced.
Unter einem Gangwechsel wird ein Schaltvorgang verstanden, bei dem ein Ursprungsgang ausgelegt und ein Zielgang eingelegt wird, wobei auch der Spezialfall eingeschlossen ist, dass der Zielgang dem Ursprungsgang entspricht, also keine Übersetzungsänderung erfolgt. Unter einer Elektromagnetkupplung wird eine mittels der Magnetkraft eines Elektromagneten betätigbare Kupplung verstanden.A gear change is understood as meaning a gear shift in which an original gear is designed and a target gear is engaged, the special case also being included, that the target gear corresponds to the original gear, that is to say no gear change takes place. An electromagnetic clutch is understood to mean a clutch which can be actuated by means of the magnetic force of an electromagnet.
Erfindungsgemäß werden in automatisierten Mehrgruppengetrieben mit einer Splittergruppe mit zwei Gangkonstanten als Vorschaltgetriebe, einer dreioder viergängigen Hauptgruppe als Grundgetriebe in Vorgelegewellenbauweise sowie einer Bereichsgruppe in Planetenbauweise als Nachschaltgetriebe, beispielsweise in einem schweren Nutzfahrzeug, Elektromagnetkupplungen zur Zugkraftunterstützung vorteilhaft eingesetzt. Sie zeichnen sich besonders durch ihre genaue Steuerbarkeit, kurze Ansprechzeit und kompakte Bauweise aus. Zudem ist keine zusätzliche oder größer dimensionierte Ölpumpe, wie sie gegebenenfalls bei hydraulischen Kupplungen zur Zugkraftunterstützung erforderlich wäre, zur Kupplungsbetätigung erforderlich.According to the invention are used in automated multi-group transmissions with a splitter group with two gear constants as Vorschaltgetriebe, a dreioder four-speed main group as a basic gear in countershaft design and a range group in planetary construction as a secondary gear, for example in a heavy commercial vehicle, electromagnetic clutches for traction assistance. They are characterized by their precise controllability, short response time and compact design. In addition, no additional or larger-sized oil pump, as would be required if necessary for hydraulic couplings for traction assistance, required for clutch actuation.
Vorzugsweise ist ein derartiges Getriebe mit zwei Vorgelegewellen konzipiert, so dass die im Folgenden beschriebenen Ausführungsformen - soweit von "einer" oder "wenigstens einer" Vorgelegewelle die Rede ist - sinngemäß auf zwei Vorgelegewellen zu erweitern sind. Die Leistung verzweigt sich dementsprechend über zwei Vorgelegewellen.Preferably, such a transmission is designed with two countershafts, so that the embodiments described below - as far as "one" or "at least one" countershaft is mentioned - mutatis mutandis to extend two countershafts. The performance branches accordingly over two countershafts.
Eine erfindungsgemäße Elektromagnetkupplung kann bei einem Gangwechsel einen zusätzlichen Zahnradsatz als einen Zwischengang zuschalten, wobei der Antrieb des Zwischengangzahnradsatzes über wenigstens eine Vorgelegewelle erfolgt. Dabei weist die Elektromagnetkupplung vorteilhaft einen antriebsseitigen topfartigen Rotor auf, der einen abtriebsseitigen, axial verschiebbaren scheibenförmigen Anker und einen elektrischen Erregermagneten umgibt, wobei der drehbar auf einer abtriebsseitigen Welle gelagerte Rotor außenwandig mit einem Losrad des Zwischengangzahnradsatzes drehfest verbunden ist, und innenwandig kupplungseingangsseitige Reibmittel aufweist.An electromagnetic clutch according to the invention can switch an additional gear set as an intermediate gear in a gear change, wherein the drive of the intermediate gear set via at least one countershaft. In this case, the electromagnetic clutch advantageously has a drive-side cup-shaped rotor, which surrounds a driven side, axially displaceable disc-shaped armature and an electrical exciter magnet, wherein the rotatably mounted on a driven side shaft rotor externally connected to a idler gear of the intermediate gear set is rotatably connected, and internally has coupling input side friction means.
Der Anker sowie kupplungsausgangsseitige Reibmittel sind drehfest auf der abtriebsseitigen Welle angeordnet und die Reibmittel sind relativ zueinander axial beweglich, so dass, abhängig von einer Bestromung des Erregermagneten bzw. einer eingebetteten Erregerspule, durch eine magnetkraftbewirkte Axialverschiebung des Ankers die Reibmittel miteinander in Wirkverbindung bringbar sind und eine schlupfende oder reibschlüssige Drehmomentübertragung der Elektromagnetkupplung erzeugbar ist. Als eine Druckplatte des Kupplungspaketes kann eine Stirnseite des Erregermagneten fungieren, wobei vorteilhaft zur Erhöhung der Andruckkräfte eine an sich bekannte Kugelrampeneinrichtung vorgesehen sein kann. Grundsätzlich sind auch andere elektromagnetisch betätigbare Kupplungsaufbauten möglich.The armature and coupling output side friction means are rotatably mounted on the output side shaft and the friction means are axially movable relative to each other, so that, depending on energization of the excitation magnet or an embedded excitation coil, by a magnetic force induced axial displacement of the armature, the friction means can be brought into operative connection with each other and a slipping or frictional torque transmission of the electromagnetic clutch can be generated. As a pressure plate of the clutch pack can act as an end face of the exciter magnet, which can advantageously be provided to increase the pressure forces a known ball ramp device. In principle, other electromagnetically actuated coupling structures are possible.
Beansprucht ist eine Anordnung, bei der über axial verlängerte Vorgelegewellen der Zwischengangzahnradsatz mit der Elektromagnetkupplung der Bereichsgruppe nachgeordnet ist, wobei ein auf der Vorgelegewelle drehfest sitzendes Festrad mit einem auf der Getriebeabtriebswelle drehbar gelagerten Losrad im Eingriff steht, welches über die Elektromagnetkupplung mit der Getriebeabtriebswelle drehfest verbindbar ist. In diesem Fall beinhaltet die Zugkraftunterstützung auch ein Umschalten der Bereichsgruppe während des Gangwechsels, unabhängig davon, ob die Bereichsgruppe lastschaltbar ausgebildet ist oder nicht oder ob die Getriebehauptwelle direkt mit der Getriebeabtriebswelle verbunden ist oder nicht.Claimed is an arrangement in which the intermediate gearset is axially arranged downstream of the intermediate gear set with the electromagnetic clutch of the range group, with a rotatably seated on the countershaft fixed gear with a rotatably mounted on the transmission output shaft idler gear is engaged, which rotatably connected via the electromagnetic clutch to the transmission output shaft is. In this case, the traction assist also includes switching the range group during the speed change, regardless of whether the range group is power-shiftable or not, or whether the transmission main shaft is directly connected to the transmission output shaft or not.
Es ist vorgesehen, dass die Splittergruppe zwei Gangkonstanten umfasst, wobei den Gangkonstanten vorzugsweise jeweils eine weitere Elektromagnetkupplung zugeordnet ist, mittels der die Gangkonstanten unter Last schaltbar sind. Die Elektromagnetkupplungen ersetzen die üblichen synchronisierten Schalteinrichtungen zum Schalten der Gangkonstanten. Dadurch wird einerseits eine Zugkraftunterbrechung beim Umschalten der Gangkonstanten vermieden. Andererseits können die Elektromagnetkupplungen der Splittergruppe auch als Anfahrelement eingesetzt werden, so dass eine separate herkömmliche Anfahrkupplung entfallen kann, was sich zusätzlich kostengünstig sowie Raum und Gewicht sparend auswirkt.It is envisaged that the splitter group comprises two gear constants, wherein the gear constant is preferably assigned in each case a further electromagnetic clutch, by means of which the gear constants are switchable under load. The electromagnetic clutches replace the usual synchronized switching devices for switching the gear constants. As a result, on the one hand a traction interruption when switching the gear constants is avoided. On the other hand, the electromagnetic clutches of the splitter group can also be used as a starting element, so that a separate conventional starting clutch can be omitted, which in addition cost-effective and space and weight-saving effect.
Die Umschaltfunktion unter Last sowie die Anfahrfunktion kann vorteilhaft dadurch erreicht werden, dass die Elektromagnetkupplung der ersten, motorseitigen Gangkonstanten einen Anker, der axial verschiebbar auf der Antriebswelle angeordnet ist, und einen den Anker umgebenden Rotor, der mit einem Losrad der ersten Gangkonstanten drehfest verbunden und mit diesem drehbar auf der Antriebswelle angeordnet ist, sowie einen Erregermagnet aufweist, und dass die Elektromagnetkupplung der zweiten, getriebeseitigen Gangkonstanten einen Anker, der axial verschiebbar auf der Antriebswelle angeordnet ist, und einen den Anker umgebenden Rotor, der mit einem Losrad der zweiten Gangkonstanten drehfest verbunden und mit diesem drehbar auf der Antriebswelle angeordnet ist, sowie einen Erregermagnet aufweist, wobei auf der Antriebswelle jeweils angeordnete kupplungseingangsseitige Reibmittel und an den Rotoren jeweils angeordnete kupplungsausgangsseitige Reibmittel wechselseitig in Reibschluss bringbar sind, so dass die Losräder wahlweise wechselseitig mit der Antriebswelle drehfest verbindbar sind. Die Elektromagnetkupplungen können dabei nacheinander oder überschneidend geöffnet bzw. geschlossen werden.The switching function under load and the starting function can advantageously be achieved in that the electromagnetic clutch of the first, motor-side gear constants an armature which is arranged axially displaceably on the drive shaft, and a rotor surrounding the armature rotatably connected to a loose wheel of the first gear constants and is arranged rotatably on the drive shaft with this, and having a field magnet, and that the electromagnetic clutch of the second, gear-side gear constants an armature, which is axially displaceable on the drive shaft is arranged, and a rotor surrounding the armature, which is rotatably connected to a loose wheel of the second gear constants and rotatably mounted thereon on the drive shaft, and an exciter magnet, wherein on the drive shaft respectively arranged coupling input side friction means and the rotors respectively arranged clutch output side friction means mutually frictional can be brought, so that the idler gears are alternately mutually connected to the drive shaft rotatably connected. The electromagnetic clutches can be opened or closed successively or intersecting.
Es ist vorgesehen, dass bei einem Gangwechsel mit einen Schaltvorgang innerhalb der Hauptgruppe, mittels der zugehörigen Elektromagnetkupplung der Zwischengangzahnradsatz als Zwischengang geschaltet wird, wodurch der Zwischengang unter Kraftflussumgehung der Hauptgruppe eine Wirkverbindung zwischen der Antriebswelle und der Getriebeabtriebswelle hergestellt. Dadurch wird zugkraftunterbrechungsfreies Zughoch- oder Zugrückschalten ermöglicht. Durch Zuschalten des Zwischenganges wird das Hauptgetriebe lastfrei und somit schaltbar. Die Gangschaltkupplung des eingelegten Ursprungsganges im Hauptgetriebe bleibt vorzugsweise bis zum Umschalten in den Zielgang geschlossen. Vielmehr stützt die Elektromagnetkupplung an dem zusätzlichen Zwischengangzahnradsatz im schleifenden Zustand das Motordrehmoment am Abtrieb ab, während die Motordrehzahl dem angewählten Zielgang angepasst wird.It is envisaged that when a gear change with a shift within the main group, by means of the associated electromagnetic clutch, the intermediate gear set is switched as an intermediate, whereby the intermediate passage under power flow bypass of the main group made an operative connection between the drive shaft and the transmission output shaft. This traction interruption-free Zughoch- or Zugrückschalten is enabled. By connecting the intermediate gear, the main gear is load-free and thus switchable. The gearshift clutch of the inserted original gear in the main transmission preferably remains closed until switching to the target gear. Rather, the electromagnetic clutch at the additional intermediate gear set in the grinding state supports the engine torque at the output, while the engine speed is adapted to the selected target gear.
Da über einen entsprechenden Zwischengang die zu synchronisierenden rotierenden Massen abgebremst werden können, kann die üblicherweise zur Abbremsung der Massen bei Hochschaltvorgängen vorgesehene Getriebebremse entfallen, wodurch weitere Kosten, Raum und Gewicht eingespart werden. Erst zum Umschalten wird die Gangschaltkupplung des eingelegten Ursprungsganges im Hauptgetriebe geöffnet und bei erreichter Synchrondrehzahl der gewünschte Zielgang eingelegt. Abschließend wird die Elektromagnetkupplung wieder geöffnet und der Kraftfluss über den neuen Gang hergestellt.Since the rotating masses to be synchronized can be braked via a corresponding intermediate passage, the transmission brake normally provided for braking the masses during upshifts can be dispensed with, which saves further costs, space and weight. Only for switching the gearshift clutch of the inserted original gear is opened in the main transmission and at synchronous speed reached the desired target gear is engaged. Finally, the electromagnetic clutch is reopened and the power flow is established via the new gear.
Solche zugkraftunterstützten Gangwechsel sind auch mit Gangsprüngen über zwei oder mehr Gangstufen möglich. Da der Antriebsstrang während des Gangwechsels durch den Zwischengang stets vorgespannt bleibt, werden zudem Schwingungen und Schaltschläge verringert, wodurch eine zusätzliche Erhöhung des Schaltkomforts erreicht wird.Such traction-assisted gear changes are also possible with gear jumps over two or more gear ratios. Since the drive train always remains biased during the gear change through the intermediate gear, vibrations and switching shocks are also reduced, whereby an additional increase in shifting comfort is achieved.
Es ist vorgesehen, dass bei einem Gangwechsel mit einen Schaltvorgang innerhalb der Splittergruppe mittels zugeordneter Elektromagnetkupplungen zwischen den Gangkonstanten umgeschaltet wird, wobei eine Wirkverbindung zwischen der Antriebswelle und der Getriebeabtriebswelle aufrechterhalten wird. Demnach werden Gangwechsel, bei denen nur die Gangkonstanten umgeschaltet werden, einfach über die Elektromagnetkupplungen der Splittergruppe direkt lastgeschaltet, so dass in diesem Fall eine Zwischengangschaltung entfallen kann.It is envisaged that is switched at a gear change with a switching operation within the splitter group by means of associated electromagnetic clutches between the gear constants, with an operative connection between the drive shaft and the transmission output shaft is maintained. Accordingly, gear changes, in which only the gear constants are switched, simply connected directly via the electromagnetic clutches of the splitter group, so that in this case an intermediate circuit can be omitted.
Zur Verdeutlichung der Erfindung ist der Beschreibung eine Zeichnung mit zwei Ausführungsbeispielen beigefügt. In dieser zeigt
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Fig. 1 ein Getriebeschema eines nicht von der Erfindung umfassten Mehrgruppengetriebes eines Kraftfahrzeuges mit Elektromagnetkupplungen für zugkraftunterstütze Schaltvorgänge, -
Fig. 2 eine erfindungsgemäße Ausführungsform eines Mehrgruppengetriebes mit Elektromagnetkupplungen, -
Fig. 3 eine schematische Darstellung einer Elektromagnetkupplung zur Schaltung eines Zwischenganges in einem größeren Maßstab, und -
Fig. 4 zwei weitere Elektromagnetkupplungen zur Schaltung eines Splittergetriebes in einem größeren Maßstab.
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Fig. 1 a transmission diagram of a not included in the invention multi-group transmission of a motor vehicle with electromagnetic clutches for traction-assisted switching operations, -
Fig. 2 an embodiment according to the invention of a multi-group transmission with electromagnetic clutches, -
Fig. 3 a schematic representation of an electromagnetic clutch for switching an intermediate passage on a larger scale, and -
Fig. 4 two more electromagnetic clutches for switching a splitter gearbox on a larger scale.
Die
Die erste, motorseitig angeordnete Getriebegruppe 2 ist als ein zweigängiges Splittergetriebe ausgebildet. Die zweite, zentrale Getriebegruppe 3 wird durch ein dreigängiges Haupt- oder Grundgetriebe gebildet. Als dritte, abtriebsseitige Getriebegruppe 4 ist ein nachgeschaltetes, zweigängiges Bereichsgetriebe angeordnet.The first, engine-side arranged
Das Splittergetriebe 2 weist zwei Gangkonstanten ik1, ik2 auf, die jeweils ein auf der ersten Vorgelegewelle 8 und auf der zweiten Vorgelegewelle 9 drehfest angeordnetes Festrad 10, 12, bzw. 13, 15 umfassen, die mit einem Losrad 11 bzw. 14 kämmen. Zur Schaltung der Gangkonstanten ik1, ik2 ist jeweils eine, später im Detail erläuterte, Elektromagnetkupplung 5 bzw. 7 angeordnet, über welche die Losräder 11 bzw. 14 wahlweise drehfest mit einer Antriebswelle 6 eines nicht dargestellten Antriebsmotors verbindbar sind. Über diese Elektromagnetkupplungen 5, 7 ist das Splittergetriebe 2 lastschaltbar, d.h. die Gangkonstanten ik1, ik2 sind ohne Antriebsunterbrechung umschaltbar. Die Elektromagnetkupplungen 5, 7 sind weiterhin als Anfahrkupplungen verwendbar und entsprechend dimensioniert.The
Das Hauptgetriebe 3 weist drei Vorwärtsgänge i1, i2 und i3 sowie einen Rückwärtsgang iR auf. Der 1. Gang und der 2. Gang umfassen jeweils zwei Festräder 18, 20 bzw. 21, 23 und ein Losrad 19 bzw. 22. Der 3. Gang ist gemeinsam mit der zweiten Gangkonstante ik2 des Splittergetriebes 2 realisiert. Der Rückwärts-Gang umfasst zwei Festräder 24, 28, ein Losrad 26 und zwei drehbar gelagerte Zwischenräder 25, 27 zur Drehrichtungsumkehr, die einerseits mit dem jeweils zugehörigen Festrad 24 bzw. 28 und andererseits mit dem Losrad 26 kämmen. Zur Schaltung des 1. Ganges und des Rückwärts-Ganges ist eine Schalteinrichtung 29 mit Schaltklauen vorhanden, über welche die zugehörigen Losräder 19 bzw. 26 wahlweise drehfest mit einer Getriebehauptwelle 30 verbindbar sind. Zur Schaltung des 2. Ganges und des 3. Ganges ist eine Klauen-Schalteinrichtung 31 angeordnet, über die wahlweise das jeweils zugehörige Losrad 14 bzw. 22 drehfest mit der Getriebehauptwelle 30 koppelbar ist.The main transmission 3 has three forward gears i 1 , i 2 and i 3 and a reverse gear i R. The first gear and the second gear each include two fixed
Das nachgeschaltete Bereichsgetriebe 4 ist als ein Planetengetriebe ausgebildet. Darin ist ein Planetenradsatz 32 von einem Planetenradträger 33 geführt. Die Planetenräder kämmen einerseits mit einem zentralen Sonnenrad 34 und andererseits mit einem äußeren Hohlrad 35. Das Sonnenrad 34 ist mit der Getriebehauptwelle 30 und der Planetenradträger 33 mit einer Getriebeabtriebswelle 36 verbunden. Zur Schaltung des Bereichsgetriebes 4 ist eine Schalteinrichtung 37, vorteilhaft mit Synchronisierung, angeordnet. Diese Schalteinrichtung 37 verbindet in einer ersten Schaltstellung das Hohlrad 35 mit einem Gehäuse 38, so dass die Planetenräder zwischen Hohlrad 35 sowie Sonnenrad 34 umlaufen und die Getriebeabtriebswelle 36 entsprechend der Übersetzung über den Planetenradträger 33 gleichsinnig mit der Getriebehauptwelle 30 angetrieben wird. In einer zweiten Schaltstellung wird das Hohlrad 35 mit dem Planetenradträger 33 verblockt, so dass das Planetengetriebe 4 und damit die Getriebeabtriebswelle 36 direkt mit der Drehzahl der Getriebehauptwelle 30 rotiert.The
Aus der Kombination der Getriebegruppen 2, 3 und 4 des dargestellten Getriebeschemas ergeben sich insgesamt 2 x 3 x 2 = 12 Gänge. Der Kraftfluss des Getriebes 1 verzweigt sich nach einer Schaltfolge, bei der, beginnend mit dem 1. Gang im Hauptgetriebe 3, zunächst alternierend das Splittergetriebe 2 und das Hauptgetriebe 3 durchgeschaltet werden, so dass nacheinander 2 x 3 = 6 Gänge eines unteren Gangbereichs "1. Gang bis 6. Gang" geschaltet werden. Ist der 6. Gang erreicht, schaltet das Bereichsgetriebe 4 um, und es werden erneut das Hauptgetriebe 3 und das Splittergetriebe 2 alternierend durchgeschaltet, so dass wiederum 2 x 3 = 6 Gänge, nun aber in einem oberer Gangbereich "7. Gang bis 12. Gang", geschaltet werden. Das vorgeschaltete Splittergetriebe 2 schaltet auch die Rückwärts-Gang-Übersetzung iR alternierend, so dass zudem zwei Rückwärtsgänge zur Verfügung stehen.The combination of the
Zwischen dem Hauptgetriebe 3 und dem Bereichsgetriebe 4 ist ein zusätzlicher Zahnradsatz 17 als Zwischengang angeordnet, der über eine Elektromagnetkupplung 16 schaltbar ist. Der Zwischengangzahnradsatz 17 umfasst zwei auf den Vorgelegewellen 8 und 9 sitzende Festräder 39 und 41, die mit einem Losrad 40 auf der Getriebehauptwelle 30 im Eingriff stehen. Das Losrad 40 ist mit der Elektromagnetkupplung 16 verbunden und über diese mit der Getriebehauptwelle 30 drehfest verbindbar.Between the main gear 3 and the
Die
Koaxial dazu ist ein tellerförmiger Erregermagnet 47 mit einer nicht dargestellten Erregerspule angeordnet, dem stirnseitig eine Kugelrampeneinrichtung 48 zur Erhöhung der Andruckkräfte vorgelagert ist. Rotor 42, Anker 44, Reibmittel 43, 45, 46 und Erregermagnet 47 bilden zusammen ein Kupplungspaket, so dass bei Bestromung des Erregermagneten 47 ein entsprechend starkes Magnetfeld einen Schließzustand bewirkt, in dem die Reibmittel 43, 45, 46 im Reibschluss oder, je nach Schließgrad, im Schlupf sind und im Offenzustand bei ausgeschaltetem Magnetfeld mittels nicht dargestellter Rückstellmittel voneinander beabstandet sind.Coaxial with a plate-shaped
In
Die der ersten Gangkonstante ik1 zugeordnete Kupplung 5 umfasst dem entsprechend einen Rotor 49 mit einem ausgangsseitigen Reibmittel 50, der mit dem zugehörigen Losrad 11 drehfest verbunden ist, einen Anker 51 mit zugehörigen eingangsseitigen Reibmitteln 52, 53 sowie einen Erregermagneten 54 mit einer Kugelrampeneinrichtung 55.The first gear constant i k1 associated clutch 5 accordingly comprises a
Die der zweiten Gangkonstante ik2 zugeordnete Kupplung 7 umfasst einen Rotor 56 mit einem ausgangsseitigen Reibmittel 57, der mit dem zugehörigen Losrad 14 drehfest verbunden ist, einen Anker 58 mit zugehörigen eingangsseitigen Reibmitteln 59, 60 sowie einen Erregermagneten 61 mit einer Kugelrampeneinrichtung 62. An der dem Hauptgetriebe 3 zugewandten ausgangsseitigen Stirnseite ist der Rotor 56 mit der Schalteinrichtung 31 des 2. Ganges und des 3. Ganges des Hauptgetriebes 3 verbunden (siehe
Ein Verfahren zum Betrieb des beschriebenen Mehrgruppengetriebes beruht im Wesentlichen auf der Schaltung eines Zwischenganges, durch den die Zugkraft des Fahrzeuges während einer Neutralstellung in der Hauptgruppe 3 bei einem Gangwechsel erhalten bleibt. Demnach wird bei einer beispielhaften Hochschaltung mit einem Schaltvorgang im Hauptgetriebe 3 zur Zuschaltung eines Zwischenganges die Elektromagnetkupplung 16, 16' des Zwischengangzahnradsatzes 17, 17' zur Einstellung eines Schlupfes angesteuert. Dadurch stützt sich das Motordrehmoment an der Getriebehauptwelle 30 bzw. direkt an der Getriebeabtriebswelle 36 ab. Folglich wird das Hauptgetriebe 3 lastfrei. Die Motordrehzahl wird während der Momentenabstützung über die schleifende Zwischengang-Elektromagnetkupplung 16, 16' auf eine Synchrondrehzahl eines Zielgangs abgesenkt. Das bei der Drehzahlabsenkung freiwerdende Drehmoment wird zur Zugkrafterhaltung eingesetzt. Dann erfolgt die Umschaltung vom Ursprungsgang in den Zielgang, und abschließend das Öffnen der Elektromagnetkupplung 16, 16'.A method for operating the described multi-group transmission is based essentially on the circuit of an intermediate passage through which the tractive force of the vehicle is maintained during a neutral position in the main group 3 during a gear change. Accordingly, in an exemplary upshift with a shift in the main transmission 3 for the connection of an intermediate passage, the electromagnetic clutch 16, 16 'of the intermediate gear set 17, 17' driven to set a slip. As a result, the engine torque is supported on the transmission
Ist die Splittergruppe 2 an dem Gangwechsel unbeteiligt, so erfolgt der Antrieb über die eingelegte Gangkonstante ik1, ik2 und die Vorgelegewellen 8, 8', 9, 9' unter Umgehung der Hauptgruppe 3 zum Zwischengangzahnradsatz 17, 17'. Beinhaltet der Schaltvorgang jedoch ein Umschalten der Splittergruppe 2, so erfolgt dieses unter Last über die zugehörigen Elektromagnetkupplungen 5, 7, d.h. bei einem Wechsel zwischen den Gangkonstanten ik1, ik2 bleibt die Drehmomentverbindung zum Antriebsmotor in jedem Fall erhalten.If the
Bei einem dem Bereichsgetriebe 4 nachgeschalteten Zwischengangzahnradsatz 17' ist ein Umschalten des Gangbereichs automatisch zugkraftunterstützt. Bei einem dem Bereichsgetriebe 4 vorgeschalteten Zwischengangzahnradsatz 17 sind hingegen für eine Zugkraftunterstützung gegebenenfalls zusätzliche Maßnahmen erforderlich.In an intermediate gear set 17 'connected downstream of the
- 1,1'1,1 '
- Zwei-Vorgelegewellen-Getriebe, MehrgruppengetriebeTwo-countershaft transmission, multi-group transmission
- 22
- Splittergetriebesplit transmission
- 33
- Hauptgetriebemain gearbox
- 44
- Bereichsgetrieberange transmission
- 55
- ElektromagnetkupplungElectromagnetic clutch
- 66
- Antriebswelledrive shaft
- 77
- ElektromagnetkupplungElectromagnetic clutch
- 8, 8'8, 8 '
- VorgelegewelleCountershaft
- 9, 9'9, 9 '
- VorgelegewelleCountershaft
- 1010
- Festradfixed gear
- 1111
- LosradLosrad
- 1212
- Festradfixed gear
- 1313
- Festradfixed gear
- 1414
- LosradLosrad
- 1515
- Festradfixed gear
- 16, 16'16, 16 '
- ElektromagnetkupplungElectromagnetic clutch
- 17, 17'17, 17 '
- ZwischengangzahnradsatzBetween gear gearset
- 1818
- Festradfixed gear
- 1919
- LosradLosrad
- 2020
- Festradfixed gear
- 2121
- Festradfixed gear
- 2222
- LosradLosrad
- 2323
- Festradfixed gear
- 2424
- Festradfixed gear
- 2525
- Zwischenradidler
- 2626
- LosradLosrad
- 2727
- Zwischenradidler
- 2828
- Festradfixed gear
- 2929
- Schalteinrichtungswitching device
- 3030
- GetriebehauptwelleTransmission main shaft
- 3131
- Schalteinrichtungswitching device
- 3232
- Planetenradsatzplanetary gear
- 3333
- Planetenradträgerplanet
- 3434
- Sonnenradsun
- 3535
- Hohlradring gear
- 3636
- GetriebeabtriebswelleGearbox output shaft
- 3737
- Schalteinrichtungswitching device
- 3838
- Gehäusecasing
- 39, 39'39, 39 '
- Festradfixed gear
- 40, 40'40, 40 '
- LosradLosrad
- 41,41'41.41 '
- Festradfixed gear
- 4242
- Rotorrotor
- 4343
- Reibmittelfriction means
- 4444
- Ankeranchor
- 4545
- Reibmittelfriction means
- 4646
- Reibmittelfriction means
- 4747
- Erregermagnetexciter magnet
- 4848
- KugelrampeneinrichtungBall ramp device
- 4949
- Rotorrotor
- 5050
- Reibmittelfriction means
- 5151
- Ankeranchor
- 5252
- Reibmittelfriction means
- 5353
- Reibmittelfriction means
- 5454
- Erregermagnetexciter magnet
- 5555
- KugelrampeneinrichtungBall ramp device
- 5656
- Rotorrotor
- 5757
- Reibmittelfriction means
- 5858
- Ankeranchor
- 5959
- Reibmittelfriction means
- 6060
- Reibmittelfriction means
- 6161
- Erregermagnetexciter magnet
- 6262
- KugelrampeneinrichtungBall ramp device
- ik1 i k1
- Splittergetriebe-GangkonstanteSplitter gear-gear constant
- ik2 i k2
- Splittergetriebe-GangkonstanteSplitter gear-gear constant
- i1 i 1
- Hauptgetriebe-GangMain transmission gear
- i2 i 2
- Hauptgetriebe-GangMain transmission gear
- i3 i 3
- Hauptgetriebe-GangMain transmission gear
- iR i R
- Hauptgetriebe-RückwärtsgangMain gear reverse
Claims (6)
- Multi-group transmission (1') for a motor vehicle, having three automated transmission groups (2, 3, 4) arranged in a drive train, in which means for assisting the tractive force during gearspeed changes are provided, wherein at least one solenoid clutch (16'), which is embodied as a power shift means, is arranged, by means of which solenoid clutch (16') an operative connection can be produced between a drive shaft (6) and a transmission output shaft (36) by bypassing the force flow of at least one main group (3) which is embodied as a gear wheel change gearbox, wherein a two-gear splitter group (2) which is arranged upstream and assigned to a drive shaft (6) and the central multigearspeed main group (3) which is assigned to a transmission main shaft (30) are embodied as a countershaft transmission with at least one countershaft (8', 9'), and a range group (4) which is arranged downstream is embodied as a planetary gear mechanism,
characterized in that an intermediate gearspeed can be shifted by means of an intermediate gearspeed gear wheel set (17') which interacts with the solenoid clutch (16') and can be driven by means of the at least one countershaft (8', 9') and in that the intermediate gearspeed gear wheel set (17') with the solenoid clutch (16') is arranged downstream of the range group (4), wherein a fixed gear wheel (39', 41') which is seated in a rotationally fixed fashion on the at least one countershaft (8', 9') is in engagement with a freely moving gear wheel (40') which is rotatably mounted on the transmission output shaft (36) and which can be connected in a rotationally fixed fashion to the transmission output shaft (36) via the solenoid clutch (16'). - Multi-group transmission according to Claim 1, characterized in that the solenoid clutch (16') has a drive-side pot-like rotor (42) which surrounds an output-side disc-shaped armature (44), which is axially displaceable, and an electric exciter magnet (47), wherein the rotor (42) which is rotatably mounted on an output-side shaft (30, 36) is connected in a rotationally fixed fashion on the outer wall to the freely moving gear wheel (40') of the intermediate gearspeed gear wheel set (17'), and has on the inner wall clutch-input-side friction means (43), the armature (44) and the clutch-output-side friction means (45, 46) are arranged in a rotationally fixed fashion on the output-side shaft (30, 36), and the friction means (43, 45, 46) can move axially relative to one another, with the result that the friction means (43, 45, 46) can be operatively connected to one another by magnetic-force-induced axial displacement of the armature (44) as a function of energization of the exciter magnet (47), and slipping or frictionally locking transmission of the torque of the solenoid clutch (16') can be generated.
- Multi-group transmission according to Claim 1 or 2, characterized in that the splitter group (2) comprises two gearspeed constants (ik1, ik2), wherein each gearspeed constant (ik1, ik2) is respectively assigned a further solenoid clutch (5, 7) by means of which the gearspeed constants (ik1, ik2) can be power shifted.
- Multi-group transmission according to Claim 3, characterized in that the solenoid clutch (5) of the first engine-side gearspeed constant (ik1) has an armature (51), which is arranged in an axially displaceable fashion on the drive shaft (6), and a rotor (49) which surrounds the armature (51) and is connected in a rotationally fixed fashion to a freely moving gear wheel (11) of the first gearspeed constant (ik1), and is arranged therewith in a rotatable fashion on the drive shaft (6) and has an exciter magnet (54) and in that the solenoid clutch (7) of the second, transmission-side gearspeed constant (ik2) has an armature (58), which is arranged in an axially displaceable fashion on the drive shaft (6), and a rotor (56) which surrounds the armature (58) and is connected in a rotationally fixed fashion to a freely moving gear wheel (14) of the second gearspeed constant (ik2), and is arranged therewith in a rotatable fashion on the drive shaft (6), and an exciter magnet (61), wherein clutch-input-side friction means (52, 53, 59, 60) which are respectively arranged on the drive shaft (6) and clutch-output-side friction means (50, 57) which are respectively arranged on the rotors (49, 56) can be alternately placed in frictional locking engagement, with the result that the freely moving gear wheels (11, 14) can be optionally connected to the drive shaft (6) in a rotationally fixed fashion.
- Multi-group transmission according to one of Claims 1 to 4, characterized in that the range group (4) is embodied as a power shift transmission.
- Multi-group transmission according to one of Claims 1 to 5, characterized in that at least one of the solenoid clutches (5, 7, 16') which is provided has a ball ramp device (48, 55, 62).
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102008001537A DE102008001537A1 (en) | 2008-05-05 | 2008-05-05 | Multi-group transmission of a motor vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2123941A1 EP2123941A1 (en) | 2009-11-25 |
EP2123941B1 true EP2123941B1 (en) | 2011-06-01 |
Family
ID=40626953
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP09155825A Expired - Fee Related EP2123941B1 (en) | 2008-05-05 | 2009-03-23 | Motor vehicle multi-group drive |
Country Status (3)
Country | Link |
---|---|
US (1) | US20090272211A1 (en) |
EP (1) | EP2123941B1 (en) |
DE (1) | DE102008001537A1 (en) |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102008002295A1 (en) * | 2008-06-09 | 2009-12-10 | Zf Friedrichshafen Ag | Multi-group transmission of a motor vehicle |
DE102009000254A1 (en) * | 2009-01-15 | 2010-07-29 | Zf Friedrichshafen Ag | Method for operating a transmission device of a vehicle Ananstsstranges |
US9068637B2 (en) | 2009-12-09 | 2015-06-30 | Volvo Lastvagnar Ab | Powershift transmission in a motor vehicle |
SE535343C2 (en) * | 2010-04-01 | 2012-07-03 | Scania Cv Ab | Gearbox arrangement comprising a first gearbox with a connecting gearbox |
EP2652358B1 (en) * | 2010-12-17 | 2020-04-15 | DTI Group B.V. | Transmission system, as well as method for changing a transmission ratio |
DE102011076391A1 (en) * | 2011-05-24 | 2012-11-29 | Zf Friedrichshafen Ag | parallel shift |
US9097312B2 (en) | 2011-08-30 | 2015-08-04 | Volvo Lastvagnar Ab | Multi-clutch transmission for a motor vehicle |
DE102012211533A1 (en) * | 2012-07-03 | 2014-01-23 | Zf Friedrichshafen Ag | group transmission |
CN103629339A (en) * | 2012-08-21 | 2014-03-12 | 谢秋华 | Numerical control speed changer |
AT512785B1 (en) | 2012-09-06 | 2013-11-15 | Avl List Gmbh | DOUBLE CLUTCH GEARBOX FOR A MOTOR VEHICLE |
DE102012217503A1 (en) * | 2012-09-27 | 2014-03-27 | Zf Friedrichshafen Ag | Transmission for a motor vehicle |
DE102012220063A1 (en) | 2012-11-05 | 2014-05-08 | Zf Friedrichshafen Ag | Dual-clutch gearbox in countershaft design |
AT514542B1 (en) | 2013-06-06 | 2015-04-15 | Avl List Gmbh | Double clutch transmission for a motor vehicle |
EP2873890B1 (en) * | 2013-11-15 | 2017-01-11 | Volvo Car Corporation | Dependency transmission |
US20150258899A1 (en) * | 2014-03-11 | 2015-09-17 | Sam Anvari | Driveshaft Electric Generator/Braking System |
KR101755818B1 (en) * | 2015-08-07 | 2017-07-20 | 현대자동차주식회사 | Transmission for electric vehicle |
KR101786241B1 (en) * | 2015-12-11 | 2017-10-18 | 현대자동차주식회사 | Control method for electric vehicle |
US10557524B2 (en) * | 2016-10-18 | 2020-02-11 | Textron Innovations Inc. | Gearing system for compound gear reduction |
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US2058802A (en) * | 1932-08-17 | 1936-10-27 | Kamper Mathis | Power transmission system |
DE1530994B2 (en) * | 1967-03-03 | 1974-07-25 | Robert Bosch Gmbh, 7000 Stuttgart | Spur gear transmission with four forward gears, especially for motor vehicles |
US3906817A (en) * | 1973-12-17 | 1975-09-23 | Allis Chalmers | Multiple speed transmission |
JPS58146723A (en) * | 1982-02-24 | 1983-09-01 | Shinko Electric Co Ltd | Self clamping electromagnetic clutch or brake of high transmission capacity |
DE3626179A1 (en) * | 1986-08-01 | 1988-02-04 | Klaue Hermann | STEPPULAR TRANSMISSION |
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US5802915A (en) * | 1996-05-23 | 1998-09-08 | Eaton Corporation | Transmission shifting mechanism with ball ramp actuator |
DE19831293A1 (en) * | 1998-07-13 | 2000-01-20 | Zahnradfabrik Friedrichshafen | Gear box component system for medium and heavy trucks allows modular adaptation to different requirements, lowering manufacturing costs |
DE19844783C1 (en) | 1998-09-30 | 2000-03-09 | Daimler Chrysler Ag | Vehicle gear-changing method involves synchromesh device with gear stages additionally used for providing highest and lowest gear ratios |
DE19952535B4 (en) | 1999-10-30 | 2011-07-28 | Volkswagen AG, 38440 | Automated powershift transmission and method for controlling an automated powershift transmission |
US6460425B1 (en) * | 2001-01-10 | 2002-10-08 | New Venture Gear, Inc. | Twin clutch automated transmission |
DE10136231A1 (en) * | 2001-07-25 | 2003-02-06 | Zahnradfabrik Friedrichshafen | Vehicle gearbox with progressive transmission steps, comprises main gearbox with stages having ratio steps, splitter gearbox for dividing the ratio steps and a range group gearbox for expanding the overall ratio of the gear stages |
JP4323132B2 (en) * | 2002-03-15 | 2009-09-02 | 株式会社日立製作所 | Automobile control method, automobile control device, transmission, transmission control device, and vehicle system |
US6666315B2 (en) * | 2002-05-09 | 2003-12-23 | Eaton Corporation | Ball ramp clutch with indexing plates |
CN101189449B (en) * | 2005-04-08 | 2012-07-25 | Dti集团有限公司 | Drive for a vehicle, in particular a lorry |
DE102006024370A1 (en) * | 2006-05-24 | 2007-12-13 | Zf Friedrichshafen Ag | Multi-group transmission and method for changing gears in a multi-group transmission |
DE102007010827A1 (en) * | 2007-03-06 | 2008-09-11 | Zf Friedrichshafen Ag | Method for switching control of an automated group transmission |
DE102007043695A1 (en) * | 2007-09-15 | 2009-03-19 | Zf Friedrichshafen Ag | Method for switching control of an automated group transmission |
-
2008
- 2008-05-05 DE DE102008001537A patent/DE102008001537A1/en not_active Withdrawn
-
2009
- 2009-03-23 EP EP09155825A patent/EP2123941B1/en not_active Expired - Fee Related
- 2009-05-01 US US12/434,080 patent/US20090272211A1/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
EP2123941A1 (en) | 2009-11-25 |
DE102008001537A1 (en) | 2009-11-12 |
US20090272211A1 (en) | 2009-11-05 |
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